U.S. patent application number 14/065967 was filed with the patent office on 2014-10-16 for methods for predicting a speed brake system fault.
This patent application is currently assigned to GE Aviation Systems Limited. The applicant listed for this patent is GE Aviation Systems Limited. Invention is credited to Christopher Joseph Catt, Julia Ann Howard.
Application Number | 20140309819 14/065967 |
Document ID | / |
Family ID | 48537306 |
Filed Date | 2014-10-16 |
United States Patent
Application |
20140309819 |
Kind Code |
A1 |
Catt; Christopher Joseph ;
et al. |
October 16, 2014 |
METHODS FOR PREDICTING A SPEED BRAKE SYSTEM FAULT
Abstract
Methods of predicting a speed brake fault in an aircraft having
a speed brake system including multiple control surfaces, a handle
for setting the position of the multiple control surfaces, and at
least one control surface position sensor, the methods include
receiving a position signal from the at least one position sensor,
determining a variation in the position signal and predicting a
fault in the speed brake system.
Inventors: |
Catt; Christopher Joseph;
(Southampton, GB) ; Howard; Julia Ann;
(Lee-On-The-Solent, GB) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GE Aviation Systems Limited |
Cheltenham |
|
GB |
|
|
Assignee: |
GE Aviation Systems Limited
Cheltenham
GB
|
Family ID: |
48537306 |
Appl. No.: |
14/065967 |
Filed: |
October 29, 2013 |
Current U.S.
Class: |
701/3 |
Current CPC
Class: |
B64C 9/323 20130101;
B64C 19/00 20130101; G07C 5/0816 20130101; G01M 17/00 20130101;
B64D 45/0005 20130101; B64F 5/60 20170101 |
Class at
Publication: |
701/3 |
International
Class: |
B64C 19/00 20060101
B64C019/00 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 16, 2013 |
GB |
13068713 |
Claims
1. A method of predicting a speed brake fault in an aircraft having
a speed brake system including multiple control surfaces, a handle
for setting the position of the multiple control surfaces, and at
least one control surface position sensor, the method comprising:
receiving a position signal from the at least one position sensor
indicative of a position of at least one of the multiple control
surfaces; comparing the position signal to a reference position
value to define a position comparison; determining from the
position comparison a variation parameter indicative of the
variation of the position signal from the reference position value;
comparing the variation parameter to a variation reference value to
define a variation comparison; predicting a fault in the speed
brake system based on the variation comparison; and providing an
indication of the predicted fault.
2. The method of claim 1 wherein the receiving the position signal
comprises receiving multiple position signals, with each position
signal corresponding to a different one of the multiple control
surfaces.
3. The method of claim 1 wherein the reference position value
comprises a predetermined position value of the at least one of the
multiple control surfaces.
4. The method of claim 1 wherein the reference position value is
based on historical information regarding the position of the at
least one of the multiple control surfaces.
5. The method of claim 1, further comprising determining a handle
position, which controls an angle of the multiple control
surfaces.
6. The method of claim 5 wherein the reference position value
comprises the handle position.
7. The method of claim 1, further comprising defining the variation
comparison over a number of flights of the aircraft to define
multiple variation comparisons.
8. The method of claim 7 wherein the predicting the fault is based
on the multiple variation comparisons.
9. The method of claim 8 wherein the fault is predicted when the
variation parameter exceeds the variation reference value a
predetermined number of times over a predetermined number of
flights.
10. The method of claim 1 wherein providing the indication
comprises providing the indication on a PFD in a cockpit of the
aircraft.
11. The method of claim 1 wherein the control surfaces comprise
spoilers.
12. A method of predicting a speed brake fault in an aircraft
having a speed brake system including multiple control surfaces, a
handle for setting the position of the multiple control surfaces,
and at least one control surface position sensor, the method
comprising: receiving a position signal from the at least one
position sensor; determining a variation in the position signal
relative to a reference position; predicting a fault in the speed
brake system based on the variation; and providing an indication of
the predicted fault.
13. The method of claim 12 wherein the determining the variation
comprises comparing the position signal to the reference
position.
14. The method of claim 13 wherein the reference position is a set
position.
15. The method of claim 14 wherein the set position corresponds to
a maximum angle of at least one of the multiple control
surfaces.
16. The method of claim 15 wherein the determining the variation
comprises determining from the position signal a time for at least
one of the multiple control surfaces to move to the reference
position.
17. The method of claim 16 wherein the predicting the fault
comprises comparing the determined time to a reference time.
18. The method of claim 17 wherein the reference time is a
historical time value.
19. The method of claim 12 wherein the determining the variation
comprises determining from the position signal a time for the at
least one of the multiple control surfaces to reach the reference
position.
20. The method of claim 12 wherein the fault is predicted when the
variation exceeds a variation reference value a predetermined
number of times over a predetermined number of flights.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority under 35 U.S.C. .sctn.119
to British Patent Application No. 13068713, filed Apr. 16, 2013,
the disclosure of which is incorporated herein by reference in its
entirety.
BACKGROUND OF THE INVENTION
[0002] Contemporary aircraft may include speed brake systems, which
may include control surfaces on each wing. The use of the control
surfaces may increase drag to aid in the reduction of airspeed for
a given thrust, which is especially beneficial during landing of
the aircraft. Currently, after a fault occurs with the system,
airlines or maintenance personnel attempt to identify the cause and
fix it either during scheduled or most likely during unscheduled
maintenance.
BRIEF DESCRIPTION OF THE INVENTION
[0003] In one embodiment, the invention relates to a method of
predicting a speed brake fault in an aircraft having a speed brake
system including multiple control surfaces, a handle for setting
the position of the multiple control surfaces, and at least one
spoiler position sensor, the method includes receiving a position
signal from the at least one position sensor indicative of a
position of at least one of the multiple control surfaces,
comparing the position signal to a reference position value to
define a position comparison, determining from the position
comparison a variation parameter indicative of the variation of the
position signal from the reference position value, comparing the
variation parameter to a variation reference value to define a
variation comparison, predicting a fault in the speed brake system
based on the variation comparison, and providing an indication of
the predicted fault.
[0004] In another embodiment, the invention relates to a method of
predicting a speed brake fault in an aircraft having a speed brake
system including multiple control surfaces, a handle for setting
the position of the multiple control surfaces, and at least one
spoiler position sensor, the method includes receiving a position
signal from at least one position sensor, determining a variation
in the position signal relative to a reference position, predicting
a fault in the speed brake system based on the variation, and
providing an indication of the predicted fault.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] In the drawings:
[0006] FIG. 1 is a schematic view of an aircraft having an
exemplary speed brake system;
[0007] FIG. 2 is a perspective view of the aircraft of FIG. 1 and a
ground system in which embodiments of the invention may be
implemented;
[0008] FIG. 3 is a flowchart showing a method of predicting a speed
brake fault in an aircraft according to an embodiment of the
invention; and
[0009] FIG. 4 is a flowchart showing another method of predicting a
speed brake fault in an aircraft according to an embodiment of the
invention.
DESCRIPTION OF EMBODIMENTS OF THE INVENTION
[0010] FIG. 1 schematically depicts a portion of an aircraft 10
that may execute embodiments of the invention and may include one
or more propulsion engines 12 coupled to a fuselage 14, a cockpit
16 positioned in the fuselage 14, and wing assemblies 18 extending
outward from the fuselage 14. A speed brake system 20 is included
in the aircraft 10 and includes multiple control surfaces or
spoilers 22 on each of the wing assemblies 18. The multiple
spoilers 22 may include hinged surfaces mounted on each of the wing
assemblies 18 to reduce the speed the aircraft 10 and to increase
the angle of descent for landing. The term spoiler is meant to
include any control surface in the speed brake system 20 that
increases the profile drag of the aircraft 10. While multiple
spoilers have been illustrated it will be understood that the speed
brake may be a single dedicated control surface. There are many
different types of control surfaces and their use may depend on the
size, speed, and complexity of the aircraft 10 on which they are to
be used. Further, on some aircraft, they are hinged to and faired
with the side or bottom of the fuselage. Regardless of their
location, their purpose is the same. Such differing speed brake
types are not germane to the embodiments of the invention and will
not be described further herein. Further, while four spoilers 22
have been illustrated on each of the wing assemblies 18 it may be
understood that there may be any number of spoilers 22 included in
the speed brake system 20. Additional control surfaces 23, which
serve other purposes including trailing edge flaps and forward edge
slats, have been illustrated.
[0011] A speed brake handle 24 may be included in the cockpit 16
and may be operated by a pilot to set the position of the multiple
spoilers 22. The speed brake handle 24 may provide an input to a
speed brake drive 26, which may be used to move the multiple
spoilers 22 into the position set by the speed brake handle 24. The
term speed brake handle as used in this description is not limited
to a physical brake handle, rather it relates to the control device
used to set the position of the speed brakes. Throughout the early
part of aviation, this control device was a handle and the term
speed brake handle has now become generic to the control device
used to set the speed brake position, regardless of whether the
control device is an actual handle or a button on a touch-screen
user interface. Therefore, the specific drive mechanisms may vary
and have not been illustrated for the sake of clarity.
[0012] A speed brake handle sensor 25 or other suitable mechanism
may be used for determining the position of the speed brake handle
24; that is, the set position of the speed brakes. In most
aircraft, the speed brakes have a predetermined number of set
positions, which correspond to different flight phases. While the
speed brakes can be variably, even infinitely adjustable, typically
the speed brakes have a predetermined number of fixed
positions.
[0013] Further, one or more speed brake or control surface position
sensors 28 may be included in the speed brake system 20 and each
may output a position signal indicative of the position of at least
one of the multiple spoilers 22. For example, a skew sensor may be
operably coupled to each of the multiple spoilers 22 and indicate
the angle of each of the multiple spoilers 22.
[0014] Referring now to FIG. 2, it may more easily be seen that a
plurality of additional aircraft systems 29 that enable proper
operation of the aircraft 10 may also be included in the aircraft
10 as well as a controller 30, and a communication system having a
wireless communication link 32. The controller 30 may be operably
coupled to the plurality of aircraft systems 29 including the speed
brake system 20. For example, the speed brake drive 26, the speed
brake handle 24, the speed brake handle sensor 25, and the one or
more speed brake position sensors 28 may be operably coupled to the
controller 30. Further, the position signal may be stored in a
storage device on the aircraft 10 and accessed by the controller
30.
[0015] The controller 30 may also be connected with other
controllers of the aircraft 10. The controller 30 may include
memory 34, the memory 34 may include random access memory (RAM),
read-only memory (ROM), flash memory, or one or more different
types of portable electronic memory, such as discs, DVDs, CD-ROMs,
etc., or any suitable combination of these types of memory. The
controller 30 may include one or more processors 36, which may be
running any suitable programs. The controller 30 may be a portion
of an FMS or may be operably coupled to the FMS.
[0016] A computer searchable database of information may be stored
in the memory 34 and accessible by the processor 36. The processor
36 may run a set of executable instructions to display the database
or access the database. Alternatively, the controller 30 may be
operably coupled to a database of information. For example, such a
database may be stored on an alternative computer or controller. It
will be understood that the database may be any suitable database,
including a single database having multiple sets of data, multiple
discrete databases linked together, or even a simple table of data.
It is contemplated that the database may incorporate a number of
databases or that the database may actually be a number of separate
databases.
[0017] The database may store data that may include historical data
related to the multiple spoilers 22 for the aircraft 10 as well as
historical speed brake data related to a fleet of aircraft. The
database may also include reference values including predetermined
reference position values for the angle of multiple spoilers 22
when the speed brake handle 24 is in a variety of positions and
variation reference values.
[0018] Alternatively, it is contemplated that the database may be
separate from the controller 30 but may be in communication with
the controller 30 such that it may be accessed by the controller
30. For example, it is contemplated that the database may be
contained on a portable memory device and in such a case, the
aircraft 10 may include a port for receiving the portable memory
device and such a port would be in electronic communication with
the controller 30 such that the controller 30 may be able to read
the contents of the portable memory device. It is also contemplated
that the database may be updated through the wireless communication
link 32 and that in this manner, real time information such as
information regarding historical fleet wide data may be included in
the database and may be accessed by the controller 30.
[0019] Further, it is contemplated that such a database may be
located off the aircraft 10 at a location such as airline operation
center, flight operations department control, or another location.
The controller 30 may be operably coupled to a wireless network
over which the database information may be provided to the
controller 30.
[0020] While a commercial aircraft has been illustrated, it is
contemplated that portions of the embodiments of the invention may
be implemented anywhere including in a controller or computer 40 at
a ground system 42. Furthermore, database(s) as described above may
also be located in a destination server or a computer 40, which may
be located at and include the designated ground system 42.
Alternatively, the database may be located at an alternative ground
location. The ground system 42 may communicate with other devices
including the controller 30 and databases located remote from the
computer 40 via a wireless communication link 44. The ground system
42 may be any type of communicating ground system 42 such as an
airline control or flight operations department.
[0021] One of the controller 30 and the computer 40 may include all
or a portion of a computer program having an executable instruction
set for predicting a speed brake fault in the aircraft 10. Such
predicted faults may include improper operation of components as
well as failure of components. As used herein the term "predicting"
refers to a forward looking determination that makes the fault
known in advance of when the fault occurs and contrasts with
detecting or diagnosing, which would be a determination after the
fault has occurred. Regardless of whether the controller 30 or the
computer 40 runs the program for predicting the fault, the program
may include a computer program product that may include
machine-readable media for carrying or having machine-executable
instructions or data structures stored thereon. Such
machine-readable media may be any available media, which can be
accessed by a general purpose or special purpose computer or other
machine with a processor. Generally, such a computer program may
include routines, programs, objects, components, data structures,
algorithms, etc. that have the technical effect of performing
particular tasks or implementing particular abstract data types.
Machine-executable instructions, associated data structures, and
programs represent examples of program code for executing the
exchange of information as disclosed herein. Machine-executable
instructions may include, for example, instructions and data, which
cause a general purpose computer, special purpose computer, or
special purpose processing machine to perform a certain function or
group of functions.
[0022] It will be understood that the aircraft 10 and computer 40
merely represent two exemplary embodiments that may be configured
to implement embodiments or portions of embodiments of the
invention. During operation, either the aircraft 10 and/or the
computer 40 may predict a speed brake fault. By way of non-limiting
example, while the aircraft 10 is being operated, the speed brake
handle 24 may be utilized to set the position of the multiple
spoilers 22. The speed brake handle sensor 25 may output a signal
indicative of the position of the speed brake handle 24 and the
speed brake position sensors 28 may output a position signal
indicative of the position of the multiple spoilers 22. Each of the
multiple spoilers 22 should behave the same when the speed brake
handle 24 sets the position of the multiple spoilers 22 as it is
not possible to set the spoilers 22 differently.
[0023] The controller 30 and/or the computer 40 may utilize inputs
from the speed brake handle sensor 25, the speed brake position
sensors 28, the database(s) and/or information from airline control
or flight operations department to predict the speed brake fault.
Among other things, the controller 30 and/or the computer 40 may
analyze the data output by the speed brake position sensors 28 over
time to determine drifts or trends in the operation of the speed
brake system 20. Such drifts and trends in the data may be too
subtle on a day-to-day comparison to make such predictions of
fault. The controller 30 and/or the computer 40 may also analyze
the speed brake data to determine differences between the movement
of the spoilers 22 and discrepancies between where the speed brake
handle 24 has set the position and the actual position of the
multiple spoilers 22 to predict faults in the speed brake system
20. The controller 30 and/or computer 40 may also determine the
time it takes each of the multiple spoilers 22 to reach a specific
position and determine timing differences based thereon. Thus, it
will be understood that the controller 30 and/or the computer 40
may make any number of comparisons to determine differences with
various thresholds to predict faults in the speed brake system 20.
Once a speed brake fault has been predicted, an indication may be
provided on the aircraft 10 and/or at the ground system 42. It is
contemplated that the prediction of the speed brake fault may be
done during flight, may be done post flight, may be done at the end
of the day after any number of flights, or may be done after any
number of flights. The wireless communication link 32 and the
wireless communication link 44 may both be utilized to transmit
data such that the fault may be predicted by either the controller
30 and/or the computer 40.
[0024] In accordance with an embodiment of the invention, FIG. 3
illustrates a method 100, which may be used for predicting a speed
brake fault, which can include a failure. The method 100 begins at
102 by receiving a position signal from at least one of the one of
the speed brake position sensors 28, which is indicative of a
position of at least one of the multiple spoilers 22.
Alternatively, this may include receiving multiple position signals
from the speed brake position sensors 28, with each position signal
corresponding to a different one of the multiple spoilers 22.
[0025] At 104, the position signal may be compared to a reference
position value to define a position comparison. The reference
position value may include any number of reference values related
to the speed brake system 20. For example, the reference position
value may include a value related to a position of any of the
multiple spoilers 22, historical information regarding the position
of at least one of the multiple spoilers 22, and theoretical
information regarding the position of at least one of the multiple
spoilers. For example, the theoretical information may include a
set position or predetermined position for one of the multiple
spoilers 22. Furthermore, the reference position value may include
a speed brake handle position. In such an instance, the method may
include determining a position of the speed brake handle 24 such as
by receiving an output from the speed brake handle sensor 25 to
define the reference position value. Alternatively, the reference
position values may be stored in one of the database(s) as
described above.
[0026] In this manner, the position signals received from the speed
brake position sensors 28 may be compared to a reference value to
define a position comparison. For example, the position comparison
may include comparing at least two of the multiple position
signals, with one of the multiple position signals being treated as
the reference position value. Any number of comparisons may be made
and a variation parameter may be determined from the position
comparison as indicated at 106. The variation parameter is
indicative of the variation of the position signal from the
reference position value. In this manner a variation parameter may
be determined for the comparison between a position of a spoiler 22
and the speed brake handle position, a variation parameter may be
determined for the comparison between a position of a spoiler 22
and a predetermined position value or spoiler angle, a variation
parameter may be determined for the comparison between a position
of a spoiler and a historical spoiler angle value, etc.
[0027] At 108, the variation parameter, as determined at 106, may
be compared to a variation reference value to define a variation
comparison. The variation reference value may include at least one
threshold value for the comparison. Such a variation reference
value may be any suitable value. For example, the variation
reference value for the position comparison may be defined based on
the tolerance for the various components being compared including
the tolerance for the sensors being used. For example, if the
position comparison includes comparing a position signal of one of
the multiple spoilers 22 to a reference value then the variation
reference value may be defined by tolerances for the spoilers 22
and/or the speed brake position sensors 28. Alternatively, if the
controller 30 and/or the computer 40 is tracking the variation over
time of each set speed brake position to the sensed speed brake
position, then the variation reference value may be related to an
acceptable change in the variation over time.
[0028] At 110, a fault in the speed brake system 20 may be
predicted based on the variation comparison. For example, a fault
in the speed brake system 20 may be predicted when the variation
comparison has been determined to satisfy a predetermined threshold
value. In this manner, the controller 30 and/or the computer 40 may
determine if the variation comparison is acceptable. The term
"satisfies" the threshold is used herein to mean that the variation
comparison satisfies the predetermined threshold, such as being
equal to, less than, or greater than the threshold value. It will
be understood that such a determination may easily be altered to be
satisfied by a positive/negative comparison or a true/false
comparison. For example, a less than threshold value can easily be
satisfied by applying a greater than test when the data is
numerically inverted.
[0029] At 112, the controller 30 and/or the computer 40 may provide
an indication of the fault in the speed brake system 20 predicted
at 110. The indication may be provided in any suitable manner at
any suitable location including in the aircraft 10 and at the
ground system 42. By way of non-limiting example, the indication
may be provided on a primary flight display (PFD) in the cockpit 16
of the aircraft 10.
[0030] In implementation, the reference values and comparisons may
be converted to an algorithm to predict faults in the speed brake
system 20. Such an algorithm may be converted to a computer program
including a set of executable instructions, which may be executed
by the controller 30 and/or the computer 40. The computer program
may also take into account various information such as binary flags
for commanded operations from the pilot and/or auto pilot as well
as standard parameters recorded by onboard systems such as altitude
and air/ground speed in predicting the fault in the speed brake
system 20. Such a computer program may determine faults including
out of range sensors readings, speed brake handle faults, speed
brake/spoiler position faults, etc. Indications may then be given
as to the time proximity of when the fault is likely to occur and
the severity of the fault type. If the controller 30 ran the
program, then the suitable indication may be provided on the
aircraft 10 and/or may be uploaded to the ground system 42.
Alternatively, if the computer 40 ran the program, then the
indication may be uploaded or otherwise relayed to the aircraft 10.
Alternatively, the indication may be relayed such that it may be
provided at another location such as an airline control or flight
operations department.
[0031] It will be understood that the method of predicting a speed
brake fault is flexible and the method illustrated is merely for
illustrative purposes. For example, the sequence of steps depicted
is for illustrative purposes only, and is not meant to limit the
method 100 in any way as it is understood that the steps may
proceed in a different logical order or additional or intervening
steps may be included without detracting from embodiments of the
invention. By way of non-limiting example, variation comparisons
may be defined over a number of flights of the aircraft 10 to
define multiple variation comparisons. The prediction of the fault
may be based on the multiple variation comparisons. More
specifically, a fault may be predicted when the variation parameter
exceeds the variation reference value a predetermined number of
times over a predetermined number of flights. Further, the method
may include determining the number of position signals that are
outside a defined range for each spoiler 22 and such information
may be compared to historic data for that particular aircraft and
related to the fleet.
[0032] In accordance with an alternative embodiment of the
invention, FIG. 4 illustrates a method 200, which may be used for
predicting a speed brake fault, which can include a failure. The
method 200 is similar to the method 100 and includes many of the
same features as the method 100. Therefore, it will be understood
that the description of the like portions applies to the method 200
unless otherwise noted. The method 200 begins at 202 by receiving a
position signal from at least one of the one of the speed brake
position sensors 28. At 204, a variation in the position signal
relative to a reference position may be determined The reference
position value may include any number of reference values related
to the speed brake system 20. By way of non-limiting example,
determining the variation may include comparing the position signal
to the reference position. The reference position may be a set
position such as a position corresponding to a maximum angle of at
least one of the multiple spoilers 22. In such an instance,
determining the variation may include determining from the position
signal a time for at least one of the multiple spoilers 22 to move
to the set position. Alternatively, determining the variation may
include determining from the position signal a time for at least
one of the multiple control surfaces to reach the reference
position. In this manner a variety of variations may be determined
including a variation in the time it takes one of the multiple
spoilers 22 to reach its maximum angle after the speed brake handle
24 moves as compared to historical timings for that particular
aircraft and/or related to the fleet, a variation in the time it
takes one of the multiple spoilers 22 to be deployed after landing
as compared to historical timings for that particular aircraft
and/or related to the fleet, etc.
[0033] At 206, a fault in the speed brake system 20 may be
predicted based on the variation. With respect to the time
variations described above, predicting the fault may include
comparing the determined time to a reference time. For example, the
reference time may be a historical time value. In implementation,
the reference values and comparisons may be a computer program
including a set of executable instructions, which may be executed
by the controller 30 and/or the computer 40. At 208, the controller
30 and/or the computer 40 may provide an indication of the fault in
the aircraft 10 and at the ground system 42.
[0034] It will be understood that the method 200 of predicting a
speed brake fault is flexible and the method illustrated is merely
for illustrative purposes. For example, a fault may be predicted
when the variation exceeds a variation reference value a
predetermined number of times over a predetermined number of
flights. Further, the method may include determining the number of
comparisons that are outside a defined range and such information
may be compared to historic data for that particular aircraft
and/or related to the fleet to predict a fault of the speed brake
system 20.
[0035] Any number of faults may be predicted by the above
embodiments of the invention. For example, a fault may be predicted
when the determined variations indicates one spoiler differs from
its historical angle for a given speed brake input position. For
example, a fault with a spoiler position sensor or a fault with an
actuator may be predicted when it is determined that the angle of a
spoiler 22 when deployed differs from its historical angle while
the other of the multiple spoilers are determined to be at correct
positions. Further, a fault with an interlock for the spoiler 22,
such as an interlock cable for the spoiler 22, may be predicted
when the variations indicate that the position of all of the
multiple spoilers on a wing differ from the historical information.
A fault may be predicted with a speed brake control unit when the
variation indicates that all of the multiple spoilers are not
deployed and it is determined that the handle position corresponds
to a deployment position of the multiple spoilers.
[0036] Technical effects of the above described embodiments include
that data gathered by the aircraft during flight may be utilized to
predict a speed brake fault. Currently the recording of fault
occurrences may require the fault to be entered manually into a
database this is costly and may not obtain all the relevant
information. Further, there is currently no manner to predict a
fault of a speed brake. The above described embodiments may result
in many benefits including improved flight performance, which can
have a positive impact on both operating costs and safety. The
above embodiments allow accurate predictions to be made regarding
the speed brake system faults. This allows for cost savings by
reducing maintenance cost, rescheduling cost, and minimizing
operational impacts including minimizing the time aircraft are
grounded.
[0037] This written description uses examples to disclose the
invention, including the best mode, and also to enable any person
skilled in the art to practice the invention, including making and
using any devices or systems and performing any incorporated
methods. The patentable scope of the invention is defined by the
claims, and may include other examples that occur to those skilled
in the art. Such other examples are intended to be within the scope
of the claims if they have structural elements that do not differ
from the literal language of the claims, or if they include
equivalent structural elements with insubstantial differences from
the literal languages of the claims.
* * * * *